Handbook On CCB-II of Diesel Locomotives

(Govt.
of India)
(Ministry of Railways)
Hand Book on CCB-II
of
Diesel Locomotives
(For official use only)

IRCAMTECH/M/GWL/15-16/CCB-II
April 2015
MAHARAJPUR, GWALIOR – 474005

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474005
Hand Book on CCB-II
of
Diesel Locomotives
FOREWORD
The Hand Book of CCB-II has been prepared by CAMTECH for

loco running as well as Diesel shed maintenance staff.
The failure of Brake system has a great impact on the reliability of

the diesel locomotives. Due to various modifications and alterations,
CCB-I.5 has now been upgraded to CCB-II with some additional
features in the system.
I hope that this Hand book will definitely enhance the knowledge of
concerned staff to do faster restoration of troubles pertaining to brake
system while working on line.
April- 2015 (A.R.Tupe))

EXECUTIVE DIRECTOR
CAMTECH/GWALIOR
PREFACE
Brake system is the vital part of diesel electric locomotives. CCB-

1.5 has now been upgraded to CCB-II with additional features.
Knowledge of new system and trouble shootings is necessary to
running/maintenance staff to ensure reliability and availability of
locomotives in sheds as well as on line.
This Hand Book contains trouble shootings of CCB-II fitted

locomotives for Diesel Loco Pilots. Loco pilots should understand
the steps of trouble shooting sequentially to save time during fault
findings enroute.
The purpose of Hand Book is to enhance knowledge and competence

of loco pilots in dealing with the problems of Diesel locomotive on
run.
This book will be useful to the maintenance staff and loco inspectors
also for counseling running staff about CCB-II system.
It is clarified that this Hand Book does not supersede any existing
procedures and practices laid down in the maintenance instructions
issued by manufacturers or by RDSO/LKO.
April- 2015
(K.P.Yadav)
Director/Mech
CAMTECH/ Gwalior
CORRECTION SLIPS
The correction slips to be issued in future for this handbook will

be numbered as follows:
IRCAMTECH/M/GWL/15-16/CCB-II/1.0/. # XX date -------------
Where “XX” is the serial number of the concerned correction
slip (starting from 01 onwards).
CORRECTION SLIPS ISSUED
Sr. No. of Date of Page No. and Item Remarks

C.Slip issue no. modified
Contents
S.No. Description Page No.
1.0 General Description 1

2.0 Component Description 1
2.1 Electro - Pneumatic Control Unit 2
2.2 Electronic Brake Valve 3
2.3 Dead Engine Regulator (DER) 5
2.4 KE Valve 5
2.5 Pneumatic ER Back Up (PER) 6
Changeover Cock
2.6 Brake Handle 6
3.0 System Back-ups 07
4.0 Modes of Operation of CCB-II 07
5.0 Operating Pressure 23
6.0 Additional Features 24
7.0 Trouble shooting CCB-II Electronic 25
Air Brake system
8.0 CCB II-IR EBV Crew Messages 26
9.0 EBV Crew Message Fault Codes: 30
10.0 DOs and DON’Ts 37
11.0 Abbreviations 39
IRCAMTECH/M/GWL/15-16/CCB-II 1
1. General Description:
CCB II-IR is a microprocessor based electro-pneumatic
brake control system. A CCB II-IR equipped locomotive
can LEAD or Trail a multiple unit consist and can be
operated as a Helper unit. CCB II-IR is comprised of
distributed electronics for improved reliability,
serviceability and failure analysis. CCB II-IR includes
modular LRU’s for ease of trouble shooting & repairs.
2. Component Description
AIR BRAKE CONTROL SYSTEM RACK ASSEMBLY

2.1 EPCU: Electro-Pneumatic Control Unit
Front view of EPCU
Rear view of EPCU

The EPCU consists of 9 LRU’s
1. ERCP - Equalizing Reservoir Control Portion

2. BPCP - Brake Pipe Control Portion
3. 16CP - 16 Pipe Control Portion
4. BCCP – Brake Cylinder Control Portion
5. 20CP - 20 Pipe Control Portion
6. KE – KE Valve
7. PSJB – Power supply Junction Box
8. RCP – Relay Control Portion
9. LON-485 Converter
2.2 EBV- Electronic Brake Valve

The EBV is the “Man Machine” interface to the CCB II-IR Brake
System. The EBV communicates ER and BCEP commands (handle
movements) by the driver to the Air Brake System via the LON
network.
EBV communicates via an intelligent ‘Node’. The EBV is designed
for installation as a desktop mount. It is used by the Engineer to
control the Independent Brake, Automatic Brake and Bail-off.
The EBV includes a “Target Display” that allows the Engineer to
know, immediately, how much reduction is requested when the
handle is moved. Faults are annunciated to the operator via an LCD
screen mounted on the Driver’s Brake Valve (EBV). This screen is
also used for routine advisory instructions such as penalty reset and
emergency reset.
Selector switch on EBV’s have four Positions
1. Lead 2.Trail 3.Helper 4.Test Modes.

2.3 Dead Engine Regulator (DER)

DER COC
Dead Engine Cut-In / Cut-out Cock.
– Out - Closes Brake Pipe connection to Dead Engine
Regulator.
– IN - Opens BP connection to Dead engine Regulator so Main
Reservoir can be charged from BP.
DER
Dead Engine Regulator
– Reduces Brake Pipe Pressure to Main Reservoir / Dead
Engine Pressure
– The DER is necessary in order for a locomotive that is being
towed dead in train to be able to apply brake cylinder as
Brake Cylinder is charged from MR
2.4 KE Valve
• Allows for pneumatic function in the case of electronics
failure
• Incorporates a ‘Passenger / Goods’ selection lever
• The second lever is for isolation of the valve for maintenance
2.5 Pneumatic ER Back Up (PER) Changeover Cock: - Allows

use of pneumatic driver’s backup brake valve in case of critical
failure.
2.6 Direct Brake Handle:-The Direct Brake Handle has two positions
namely ‘Release’ and ‘FULL’.
Automatic brake Handle: - Automatic brake Handle has five positions
1. Release position.
2. Run position.
3. Minimum reduction brake application.
4. Full service application.
5. Emergency application position.
3.0 System Back-ups:-
Brake Cylinder Back-up – If the computer controlled BC pilot
controller (16CP) fails, the system will automatically switch over to
using the KE valve output for BC pilot.
Independent Handle Back-up – If the BCE pipe controller (20CP)
fails, the system will automatically switch to a back-up mode
wherein the 16CP develops locomotive brake cylinder pressure in
response to the independent handle.
Pneumatic ER Back-up (Optional) – The system is provisioned to
optionally allow use of a back-up pneumatic ER controller and
switchover cock.
4.0 Modes of Operation of CCB II:-
There are six modes of operation for the CCB II-IR system.
They are:
LEAD CUT-IN or SINGLE UNIT - Independent brake control is
available via the (EBV) Independent handle. Equalizing reservoir
(ER) control is available via the EBV Automatic handle. The brake
pipe pressure is ‘Cut-In’ and follows equalizing reservoir pressure
increasing and decreasing.
HELPER (LEAD CUT-OUT) - Independent brake control is

available via the EBV Independent handle. Automatic brake control
remains inactive. Emergency brake is always available via the AUTO
handle.
TEST – Auto BP is cut out, ER follows the EBV Automatic handle,
and Direct BC will build to 5.4 Kg/cm2 automatically. This position
is used for testing the BP leakage of the train.
TRAIL CUT-OUT - Equalizing reservoir is exhausted and BP is
‘Cut-Out’ and is not controlled by equalizing reservoir pressure.
Brakes will apply & release in response to BP pressure and BCE pipe
depending on configuration. The EBV will not respond to handle
movement except to create an emergency application when the Auto
handle is moved to ‘EMER’. Automatic brakes apply and release in
response to trainline brake pipe pressure reductions and increases.
DEAD-IN-TRAIN - The EAB system is unpowered and the
locomotive is being towed in a train (away from a controlling
consist). Brakes will apply same as a freight car.
DEAD-IN-CONSIST - The EAB system is unpowered and the
locomotive is within the controlling consisting. Brakes will apply
same as a freight car from LEAD Automatic Brake. Brakes will
apply same as a locomotive from LEAD Independent Brake.
SETTING – UP CONTROL STAND

(a) EBV Setting for Single Locomotive Operation:
1. Non Working Control Stand:-
Auto Brake handle - Full service application.
Direct Brake Handle – Release
Mode selector switch on EBV- Trail
2. Working Control Stand:-
Auto Brake handle - RUN
Direct Brake Handle –FULL When Stopped & REL for Moving the
Locomotives
Mode selector switch on EBV- Lead
The EBV screen displays the following message: “MODE
CHANGE; MODE =LEAD.
(b) EBV Setting for Multiple Loco Operation:

EBV Setting in Leading Loco.
2. Working Control Stand:-

Locomotives
Mode selector switch on EBV- Lead
EBV Setting in Trailing Loco on Both Control Stands .
(Both EBV are Non Working)
(c) EBV Setting in Banker Loco Operation:
2. Working Control Stand: -

Locomotives
Mode selector switch on EBV- HLPR
NOTE:- With above setting in Banker Loco , attach BP hoses
between formation & Banker Loco , open BP angle COC’S to charge
BP. BP in the Banker Loco may drop immediately once angle COC
is opened and PCS will knock-out (no message on LCC Screen ).
Once, BP is charged from Leading loco, PCS in the Banker loco will
reset automatically and loco is ready for operation.
CAUTION:- Do not change any setting on Banker Loco Control

Stand except Releasing Direct Brake i.e. Bringing Direct Brake
Handle to Release Position for loco movement.
(i) If The Auto Brake Handle in the Banker loco is left in RUN
then while moving the loco ,PCS will knock-out when the
speed reaches3kmph (No development of BC pressure).But ,
Message on LCC-“NO LOAD – PCS OPEN, RECOVER
THE AIR BRAKE SYSTEM TO RESET PCS” will appear.
(ii) Stop the Locomotive, Bring Throttle Handle to IDLE LCC
message will change as “AIR BRAKE PENALTY –PLACE
HANDLE IN FULL SERVICE FOR 10 SECONDS”
(iii) Place Auto Handle in FS for 10 Seconds, PCS resets and the
LCC message changes as: “TO RESTORE NORMAL AIR
BRAKE OPERATION –PLACE AUOTMATIC HANDLE
IN “RUN”
(iv) Bring the AUTO Handle to RUN once & immediately move
the Auto Handle to FS which is a strict legitimate handle
position for Banker operation.
(d) Penalty re-setting:

EMERGENCY PENALTY – This penalty applies after Air
Brake self –test, Auto Brake Emergency Brake application .Train
Parting, Fireman Emergency Brake application
First Bring Throttle Handle to IDLE & the Reverser to NEUTRAL
Recover from Emergency Penalty Brake Application (As per

EBV &LCC display message.)
From Working Control Stand :-
To recover Emergency penalty

Keep Auto Brake Handle in Emergency position for 60
Seconds
After some time, EBV Crew message changes as “Okay to
RUN –BP Target = 0.0 kg/sqcm”
Move Auto Handle to RUN, EBV display indicate“Okay to
RUN –BP Target = 5.0/5.2 kg/sqcm”
BP would change to 5.0/5.2 kg/sqcm according to type of
locomotive.
Full Service Penalty: This penalty applies after Re-cycling of

LCC Circuit breaker, VCD/Alerted operation, Communication
failure between LCC & CCB, penalty applied by CCB in view of
safety. (As per LCC & EBV display massage).
Recovery from Full Service Penalty Service Brake Application
To recover the Full Service penalty

Keep Auto Brake Handle in FS for 10 Seconds
Crew message Indicate on EBV screen “Okay to RUN –BP
Target = 3.0Kg/sqcm” Move Auto Handle to RUN position.
BP would change to 5.0/5.2 kg/sqcm according to type of
locomotive.
(e) CCB Loco attaching to Formation:

First attach the Locomotives to formation and ensure CBC is
properly locked

Direct Brake Handle –FULL
Mode selector switch on EBV- Rotate & move from LEAD to TEST
Connect Loco & Formation BP hose pipes
(Connect FP hose pipe first and charge FP in case of twin pipe
operation)
First Open Formation side BP Angle COC Then Open Loco side BP
Angle COC
Mode selector switch on EBV- Rotate & move to LEAD allow
charging BP
(f) BP Leakage Testing on Formation:

Whenever BP charging problem is noticed after attaching loco to
formation first charge BP to the extent possible, then
Direct Brake Handle –FULL
Mode selector switch on EBV- Rotate & move from LEAD to TEST
& observe BP Leakage rate as per Guide lines.
NOTE: - During this test BP charging is CUTT-OFF to find out the
leakage rate and moving Auto handle in Service zone will not result
in application of auto brakes except Emergency Brakes.
(g) Changing Control Stand in single Loco operation –

Stop locomotive & Apply Loco Brakes
Direct Brake Handle –FULL (Apply Hand Brake for safety if
required)
Always first make both Control Stands as Non working
1.Working Control Stand:-
Auto Brake handle – Move to FS.
Mode selector switch on EBV- Move from Lead to Trail
Direct Brake Handle - Move to REL.
(Now to select as working)
Direct Brake Handle - Move to FULL.
Mode selector switch on EBV- Move to Lead
Auto Break handle - Move to RUN
Independent handle - Move to FULL application.
(Release Hand Brake)
(h) Changing Lead Loco to Trail for MU Operation
Stop Locomotives
Apply Loco Brake - Full
Apply Hand Brake for safety if required
Always first make both C/S as Non -Working
Working Control Stand of presently Working Loco
Auto Break handle –Move to FS.

Mode selector switch on EBV- Move from Lead to Trail
Direct Brake handle - Move to REL.(Wait till BC & BP pressure
stabilize).
Non Working Control Stand:-
Auto Brake handle – FS.
Direct Brake handle - REL
Go to trailing Loco (The Loco now to be made as leading)
On The Control Stand to be made as lead
Direct Brake handle - Move to FULL
Mode selector switch on EBV- Move to Lead
Auto Break handle - Move to RUN
Non Working Control Stand:-
Auto Brake handle – FS.
Direct Brake handle - REL
(i) To attach the Locomotive as dead in Multiple Units with all

hose Connections: First attach the working Locomotive to the loco
to be moved as Dead and ensure CBC is properly locked.
Shut down the loco to be moved as Dead
Put OFF all circuit Breakers

Connect MREQ,BCEQ & BP hose pipes between both locos
and open COCs
Apply Direct Brakes from Lead loco and verify application of
Brakes on Dead loco.
Release Direct Brakes from lead loco and verify releasing of
Brakes on Dead loco.
Drop BP from Lead loco and verify application of Brakes on
Dead loco.
Re-charge BP from Lead loco and verify releasing of Brakes
on Dead loco.
NOTE:- Loco Brakes on Dead Locomotive will operate in both
Auto &Direct Braking from the Lead Locomotive
(j) To attach the Locomotive as dead in train connecting only BP:
First attach the working Locomotive to the loco to be moved as Dead
and ensure CBC is properly locked.
Shut down the loco to be moved as Dead
Put OFF all circuit Breakers
Drain MR1 & MR2 and close MR drain COC
Open Dead Engine COC on Dead loco (ERCP)
(Provided on ERCP of CCB-II/IR Brake panel)
Connect both Locos BP pipes
Open MREQ &BCEQ COCs at one and Dead loco (this is to

avoid pressure trapping)
Open Dead Loco BP Angle COC open Lead loco BP Angle
COC Charge BP from Lead loco
NOTE: - MR2 in Dead loco will slowly charge from leading Loco
BP to 1.8kg/sqcm max. This pressure is preset in the ERCP.
Drop BP from Lead loco and verify application of loco

Brakes on Dead Loco
Re-charge BP from Lead loco and verify releasing of Brakes
on Dead loco
NOTE:- Loco Brakes on Dead Locomotive will operate only by
operation of Auto handle on Lead Locomotive during parting
between Locomotive
After Dead movement set-up & BP charged to5.0 Kg/cm² in Dead
loco from lead loco, if BC is not reducing to zero in dead loco, then
please follow the steps given below to release BC pressure (this may
happen only for the first time or after attached)
1) Give brief pulls to quick release lever provided at the bottom
of distributor valve.
2) Press 18TP on 16CP
3) Press 20TP on 20CP
NOTE: -Verify application and release of Loco Brakes in Dead loco

by dropping /re- charging BP from lead loco
(k) Dead Movement in WDG5 Locomotive

Release the parking brake
Drain MR1 & MR2
Parking brake apply automatically when MR1 & MR2

pressure drained
Parking Brake apply is released by operating RED handle on
TBU
Then follow the procedure of Dead Loco Movement.
(l) MAB/CCB Circuit Breaker Re-Cycling Procedure:
First Stop the Locomotive then
Bring Throttle Handle to Idle
Bring Reverser Handle to Neutral
Switch OFF ER& GF Switch
Keep Isolation Switch to Isolation position
Switch OFF MAB & CCB Circuit Breaker
Switch OFF Main LCC Computer Circuit Breaker
Wait for 20 to 30 Second
First Switch ON MAB & CCB Circuit Breaker
Switch On Main LCC Computer Circuit Breaker
Air brake 10 Second penalty will apply now. As per EBV
LCD display, place working control stand Auto brake handle
to FS position for 10 second &after 10 second keep the
handle to RUN position as per the LCD display. BP starts
charging & penalty resets
(m) Need for air brake self test

Whenever BP drops & PCS operates then, follow instruction
displayed in LCC Screen .Reset the 10 second penalty by keeping
Auto Handle in FS for 10 sec or Emergency penalty by keeping the
handle in emergency for 60 second
If the penalty is not recovered, then Re-cycling the MAB or CCB
Circuit Breaker. Even after Re-cycling Circuit Breaker If the penalty
is not recovered, then conduct Air Brake Self Test .
NOTE: Air Brake self – test will not pass if controller Faults are
active, under such condition, Switch –over to other controller and
work informing concerned shed.
(n) Effect on WDG4/WDP4/CCB fitted Alco Loco after
Emergency Brake Application & steps to be followed by Crew to
Recover
Effect on Locomotives
Whenever Loco Pilots moves the Auto Brake handle to more than FS
& keep in Emergency position or operates Firemen Emergency valve,
then,
PCR trips and “PCS Open” light indicates on the indication
panel
Engine speed comes to Idle
Traction Alternator output will be Cut – OFF and no power

to traction ER & BP Pressure becomes zero
Auto Flasher starts working
LCC display “No load open, recover the air brake system
to reset PCS.
Once the Throttle Handle is moved to IDLE, then the
massage will change as keep Auto handle in Emergency.
(o) Step to be followed by Crew to Recover Emergency penalty :

Move Auto handle to Emergency Position
After 60 second, the EBV LCD display will change as “OK”
to RUN BP target =0 Kg/cm²
Then keep the Auto handle to RELEASE /RUN position.
NOTE: After bringing Auto handle to RUN position, ER becomes
5.0/5.2 Kg/cm² and then BP starts building equal to ER
pressure. Time taken for BP generation may depend upon
the length of the formation (Normally 5 to10 minute)
(p) Air Brake Self Test Procedure:

For Air brake self test only one control stand should be
selected i.e. one control stand should be in Lead and the other
control stand should be in Trail.
Stop the locomotive (Loco speed should be zero), apply Hand

Brake & provide skids for the wheels
Close BP,FP,MREQ & BCEQ COCs at both ends of the
locomotive
Ensure MR pressure is between 8 to 10 Kg/cm²
Do not keep any of the Auto handle in Emergency position
Do not operate Bail-Off ring while test is ON
Now for the self –test , select “Air brake Self – test from LCC
screen and press Continue.
Please wait till completion of Air brake self –test .This will
take 3 to 4 minute.
After successful completion of self – test , EBV LCD will
display “Self test passed”. If self – test is not successful, then
S/T f/c =1xxx will display.
After getting the message successful test , no defects found ,
press to MAIN MENU screen.
Press Crew key on the display panel and act accordingly.
NOTE: After successful completion of self-test ,open formation
end BP & FP angle COCs ,charge FP and BP. Please ensure BP
continuity in the formation and then start working.
(q) Pneumatic Equalizing Reservoir Operation Set-Up :

This feature has been provided to develop BP pneumatically & work
in case there any problem with CCB system. By keeping brake
system in this mode locomotive can be worked at a restricted speed
to clear the block section
To make PER Operation Active
To stop the locomotives
Open CCB Circuit Breaker
Set PER COC to Horizontal position
Charge ER/BP by moving DBV handle towards position -
II
Once BP is charged, DBV handle may be placed at
position –III which is a LAP position
For dropping BP, move DBV handle slowly towards
application position V
NOTE: Verify proportionate application and release of Loco
BC by operating DBV & if Loco Brakes not releasing
follow procedures as in case of Dead movement
.
5.0 Operating Pressure -HHP LOCO
EBV Handles ER BP BCEP BC

Positions Kg/cm² Kg/cm² Kg/cm² Kg/cm²
Automatic brake
Release 5.7±.07 5.7±.07 0 0
Run 5.2±.07 5.2±.07 0 0
MIN 0.4 reduction 0.4 reduction 0.4±.14 0.4±.14
FS 1.5 reduction 1.5 reduction 1.8±.14 1.8±.14

EMER 0 <1.4 1.8±.14 1.8±.14
Independent brake
Release n/a n/a 0 0

FS n/a n/a 5.2±.14 5.2±.14
Other Pressures
• Dead Engine Regulator 1.8±0.1 Kg/cm²
• Main Reservoir- 8 to 10 Kg/cm²
Operating Pressure -Alco Locomotive
EBV ER BP BCEP BC
Handles
Kg/cm² Kg/cm² Kg/cm² Kg/cm²
Positions
Automatic
brake
Release 5.5±.07 5.5±.07 0 0
Run 5.0±.07 5.0±.07 0 0
MIN 0.4 reduction 0.4 reduction 0.4±.14 0.4±.14
FS 1.5 reduction 1.5 reduction 1.8±.14 1.8±.14

EMER 0 <1.4 1.8±.14 1.8±.14
Independent
brake
Release n/a n/a 0 0
FS n/a n/a 3.5±.14 3.5±.14
Other Pressures
• Dead Engine Regulator 1.8±0.1 Kg/cm²
• Main Reservoir - 8 to 10 Kg/cm²
6.0 Additional Features:
Includes Real Time Clock in EBV
“Smart” LRUs include logs
Includes crew advisory on EBV display
Fully potted electronic modules.

Additional safety devices can be piped to EPCU pipe 3 or 10
without SW/HW change
Can be used with Backup DBVs, to avoid line blockage in
situation of CCB failures.
7.0 Trouble shooting CCB-II Electronic Air Brake system.
(1) Power cutoff switch (PCS) does not clear or cannot release
brakes:
(i) Place Automatic brake handle in Full
Service (FS) and wait for penalty to clear. If a ’Fault XX Active’
message appears, it will be necessary to reset the source of the
penalty (cab signal, ATP, alerter, etc.). Check Main Reservoir Gauge
to insure air is being supplied to the brake system. After any
penalties are reset, move the Automatic brake handle to RUN. Check
to see if both ER and BP pressures rise. If ER rises and BP does not,
see symptom ‘Cannot charge brake pipe’. If ER and BP rise, but PCS
still does not reset, go to step (ii).
(ii).Ensure throttle handle is in ‘IDLE’ position and reverser handle
is centered. Place the Automatic handle in Full Service (FS). Power
cycle the Electro- Pneumatic Control Unit (EPCU). If problem
persists, an ‘Emergency’ or ‘Penalty’ source is active and must be
cleared. If BP can be charged but PCS cannot reset, replace the RCP.
If problem persists, replace BPCP.
(2) Cannot charge brake pipe.

i) Ensure locomotive set-up is ‘Lead’ and isolated from other
locomotives .Move Automatic brake handle to RUN. Ensure ER
charges to release setting. If ER does not charge, see symptom
‘Power cutoff switch (PCS) does not clear’.
ii) Isolate locomotive (close end angle cocks) and repeat step (i). If
BP charges now but wouldn’t before, check train for leakage or de-
coupling.
iii) Place Electronic Brake Valve (EBV) Automatic handle ‘sharply’
into and out of emergency ‘EMER’ position at least ten times. Reset
emergency and move Automatic brake handle to RUN. If BP
pressure rises, the problem was a stuck 21 vent valve on the EBV.
iv) If BP rises partially toward ER but fails to reach ER (and a blow
of air is heard at EPCU), replace BPCP (there may be contamination
in the relay or emergency valve). If problem persists, replace
locomotive vent valve.
(3) Automatic brake cannot be bailed off on the locomotive.

i) Ensure EBV’s mode selector switch is set to "Lead".
ii) Replace EBV. If problem persists, replace 16CP.
(4) Cannot build brake cylinder pressure.

i) Ensure locomotive is set-up to ‘Lead’ Ensure truck brake cylinders
are cut-in (angle cocks).
ii) Make a brake application with the Automatic brake handle. Note
that brake pipe pressure reduces.
iii) Check for blow of air at the brake cylinder control portion
(BCCP). If no leakage is heard, check integrity of locomotive piping
from manifold of EPCU to truck brake cylinders.
8.0 CCB II-IR EBV Crew Messages

The following messages are transmitted to the EBV display. These
crew messages are provided to assist the Loco Pilot in operating the
brake system. They are not intended to be maintenance instructions.
Line 1 Line 2 Meaning
Wait Powering Up The system is booting
up.

Set Hand Test in Progress PTU disabled the
Brake brakes
Unable to Service xx CP During power-up a
Boot problem was detected
with the xxCP.
Perform maintenance.
Fireman Put Auto in Emer Display if emer and
Emer handle < emer
Operator Put Auto in Emer Put Auto in Emer
Emer
Trainline Put Auto in Emer Display if emer and
Emer handle < emer
Fireman Wait Display if in
Emer emergency and handle
in Emer., and timer <
60 sec
Display if in
Operator Wait emergency and handle
Emer in Emer., and timer <
60 sec.
Trainline Wait Display if in
Emer emergency and handle
in
Emer., and timer < 60
sec.
Fault Put Auto in FS Display if penalty and
Penalty auto is < FS
Safety Put Auto in FS Display if penalty and
Penalty auto is < FS

Fault Keep in FS Display if in penalty
Penalty and handle in FS,
and timer < 10
seconds
Safety Keep in FS Display if in penalty
Penalty and handle in FS,
and timer < 10
seconds
Fault xx Shut AB Off A system fault exists,
Active which requires the air
brake power to be shut
off and used in trail
Fault xx Check BC Gauge Use pneumatic gauge
Active for BC pressure
indication
Fault xx Trail Use Only Display when a
Active disabling fault is
active
Fault 108 Check Setup Both EBV mode
Active switches are set to
same switch position
and one of them is not
in the ‘’Trail’’
position
Okay to Service Soon - xx Display when a non-

Run critical fault is active.
Okay to BP Target = x.xx This is the default
Run screen

Unable to Factory Code:??? Indicates computer
Boot problem contact field
service.
Initializing System... Displayed during
system power-up
checks
Self test Display when Self test
Passed complete with no
failures
S/T F/C= Service xx CP Display when Self test
1xx failure occurs for the
xxCP, where xxx is
the last 3 digits of the
self test failure code
The following Crew Messages are EBV specific information

MODE FREIGHT Display for 2 seconds after mode
CHANGE LEAD IN switch defines a lead position
MODE TRAIL Display for 2 seconds after mode
CHANGE switch defines a Trail position
MODE EBV TEST Display for 2 seconds after mode
CHANGE MODE switch defines a Test position
MODE HELPER Display for 2 seconds after mode
CHANGE MODE switch defines a Helper position
EBV IS Display when EBV is not active
INACTIVE
The following Crew Messages is the first Crew Messages Displayed

as the system power up

<SYSID< Rev=<Date <SYSID< is the parts list number of
-26-EBV Code> the EBV software
<Date Code> is the EBV software
revision build date defined ass
MM/DD/YYYY
The following Crew Messages is the second Crew Messages

Displayed as the system power up

Date<M< Time: <M> - Current Month
/D>/YR> <HR:<MIN>:<SEC> <D> - Current Day
<Y> - Current Year
<YR> - Current Hour
<HR> - Current
Minute
<SEC> - Current
Second
9.0 EBV Crew Message Fault Codes:

Fault Descri Detected Reason Corrective Action
Code ption By for
Fault
001 ERCN RCP,BP Loss of Insure LON cable
Fault ERCN is positively seated
heartbeat at ERCP. Cycle
for 5 AB circuit breaker.
seconds. If not corrected,
must be used in
Trail Mode until

repair. Replace
ERCP at Shed.
002 ERCP ERCP ER > 120 Place mode switch
AW4 or in TRAIL,
Fault pressure Automatic handle
not in EMER,
Within +/- and Independent
5 psi in 10 handle in FULL to
seconds clear fault If not
corrected, must be
used in Trail Mode
until repair.
Replace ERCP at
Shed.
006 MVER ER Output Must be used in
Fault feedback Trail Mode until
indicates repair. Replace
MV fault ERCP.
010 BPT BPCP Xdcr If fault remains
Fault output after power
voltage > cycling AB circuit
4.5 or breaker, replace
< 0.5. BPCP at Shed. Set
power off and use
in trail in
Pneumatic backup
until repair.
014 MV53 BP Output Must be used in
Fault feedback Trail Mode until
indicate repair. Replace
MV fault BPCP.
016 BPCN RCP,ER, Loss of Inspect LON cable

Fault 20,EBV BPCN connection to
heartbeat BPCP on the
for 5 EPCU and tighten
seconds. as needed. Cycle
AB circuit breaker.
Check for yellow
light on BP control
node. If steady or
blinking,
reprogram
or replace BPCP.
If
red light remains
on
after power cycle,
replace BPCP.
Must
be used in Trail
Mode until repair
036 16CP 16 Pressure Place mode switch
AW4 not to TRAIL,
Fault within +/- Automatic handle
5 psi in EMER,
in 10 and Independent
seconds handle in FULL to
clear fault. If not
corrected,
automatic BC
pressure may be
direct release only.
No blending or
other special BC
controls will be
active. Replace
16CP at Shed.
039 MV16 16 Output Automatic BC
Fault Feedback pressure may be
indicates direct release only.
MVfault. No blending or
other special BC
controls will be
active. Replace
16CP at shop.
052 16CN RCP,20 Loss of Inspect LON cable
Fault 16heartbe is positively seated
at for 5 at 16CP. Cycle AB
seconds circuit breaker. If
not corrected,
automatic BC
pressure may be
direct release only.
No blending or
other
special BC
controls will be
active. Replace
16CP at
Shed.
055 20CP 20 Pressure Place Mode switch
AW4 not to TRAIL,
FAULT within +/- Automatic handle
5 psi in EMER, and
in 10 Independent
seconds handle in FULL to

clear fault. If fault
remains, use in
Trail Mode until
repair. Replace 20
CP.
062 20CN EBV,ER, Loss of Insure LON cable
Fault BP,RCP 20CN is positively seated
heartbeat at 20CP. Cycle AB
for 5 circuit breaker. If
seconds fault remains, set
ABCB off and use
in trail on
pneumatic backup
075 AUTO EBV Potential Set to TRAIL.
HAND meter Replace EBV.
LE output
OPEN voltage <
minimum
076 INDEP EBV Potentiom Set to TRAIL.
HAND eter output Replace EBV.
LE voltage <
OPEN minimum
085 EBV ER,BP, Loss of Insure LON cable
CN 20 RCP EBV CN is positively seated
Fault heartbeat at EBV connector
for 5 and
seconds PSJB J100. Cycle
AB circuit breaker.
Check for yellow
light on EBV
control
node. If steady or
blinking,
reprogram
or replace EBV. If
red light remains
on after power
cycle, replace
EBV.
108 Cab RCP Both Cab Correct setup,
Mismat switches recover penalty. If
ch are set to not corrected, must
Fault switch be used in Trail
position Mode until repair.
and one of replace EBV
them is
not in the
TRAIL
position.
118 RCP BP,20, Loss of Must be used in
CN EBV RCP Trail Mode until
Fault heartbeat repair. Replace
for 5 RCP.
seconds
125 MV26 ER Output Must be used in
De- feedback Trail Mode until
energiz indicates repair. Replace
ed MV ERCP
fault
136 16CP 16 Xdcr Automatic BC

BPT output pressure may be
Fault voltage > direct release only.
4.5 or No blending or
< 0.5 other special BC
controls will be
active. Replace
16CP at shed.
140 MR/FL BP Xdcr AW4 diagnostics
Dual output are disabled. Loss
Transd voltage > of MR pressure
ucer 4.5 or indication for
Fault < 0.5 for display (if
both equipped). Replace
MRT and BPCP at shed
FLT
141 LCI RCP Loss of Ensure LON cable
Comm LCI is positively seated
Loss heartbeat at LON convertor
for 5 and LCC
seconds Cycle AB circuit
breaker.
Replace LON
convertor, Replace
LCI
142 20 16 Output Must be used in
BMV feedback Trail Mode until
Fault indicates repair. Replace
MV
fault
10.0 DOs and DON’Ts

DOs
• Lead/Trail switch on EBV is with ROTATE mechanism and

always follow this practice to rotate switch by using the knob.
• Give some time during two self tests (at least 4-5 minutes).
• Ensure Loco is isolated, Application of Handbrake, & Wheel
skids are provided before performing Air Brake self test.
• Ensure availability of sufficient MR pressure (always more
than 8 Kg/cm2) before starting self test.
• Before attaching locomotive to formation, please blow the
air thru hoses (by charging BP) and also please clean End
connection of formation wagon/coaches. At times it is found
that small stone or plastic pieces flow back to Emergency
Vent Valve.
• Clear fault codes of Brake Valve Controllers i.e., 108 etc
before HLPR operation.
• Always Keep Non Working Control Stand Auto Handle in
FS position & DIR handle in REL position.
• Drain moisture from MR1 & MR2 Reservoirs at regular
intervals if Air Dryer is not functioning.
• Keep the Dead-Engine COC(on ERCP) to normal position
once the Dead Engine movement is completed and the
Locomotive is ready for working as LEAD/TRAIL
• In case Air Brake Alarm message is continuously displayed
on LCC Screen with alarm, once release BC pressure to
ZERO (Ensure hand brakes applied), then, automatically fault
is cleared.
• If Air Brake self test failed, re-conduct self test, giving some
time gap.
• If one EBV faults are logged and are not clearing, work from
other EBV (may be operated to clear the section till the other
EBV is attended duly observing safety)
• While Auto Handle at FS position while changing LT switch
position (other than Test position selection –CCB will apply
FS penalty if not followed.
• Recycle CCB Circuit Breaker to clear any faults logged. If
not cleared then please contact respective shed.
• Ensure proper working of Air Dryer and MR Drain valves.
• In case the Air Dryer is by passed, then manually drain MR
Auto Drain Valves when times permits and inform shed.
• If Air Dryer by passed inform to shed and also pass the
remarks in loco repair book.
DON’Ts
• In CCB-II do not switch – off LCC Circuit Breaker first

without switching – off CCB Circuit Breaker –CCB will log
Fault Code 141 – Communication Failure.
• Never select both Controller Lead/Trail Switches to HLPR at
any point or Keep One in LEAD & the Other in HLPR/TEST.
• Do not Change Lead/Trail switch on running Locomotive.
• Do not Re-cycle CCB Circuit Breaker on a running
locomotive.
• Do not hold bail off switch for long time. If Auto Brake are
applied and if you are moving Direct Brake Handle to REL
position, please be careful to not to lift bail ring other-wise
it will result into release of Auto Brakes on Locomotive &
Locomotive may roll.
• Do not Power-up/Move as an Independent Power/Own
Power when both Brake Valve controllers are selected as
TRAIL.
• Do not spill liquid like tea, coffee, water on the Brake Valve
Controller
• Do not keep Non-working Auto handle beyond FS position.
11.0 ABBREVIATIONS
ABCB.................... AIR BRAKE CIRCUIT BREAKER
ALR ..................... ALARM RELAY
BO ........................ BAIL OFF
BC.................... BRAKE CYLINDER
BCCO................ BRAKE CYLINDERCUT-OUT PIPE
BP......................... BRAKE PIPE
BPCN................... BRAKE PIPE CONTROL NODE
BPCO................... BRAKE PIPE CUT-OFF VALVE
BPCP.................... BRAKE PIPE CONTROL PORTION
CN........................ CONTROL NODE
COC..................... CUT OFF COCK
COMM................. COMMUNICATION
COS...................... CUTOFF SWITCH
EAB...................... ELECTRONIC AIR BRAKE
EBV...................... ELECTRONIC BRAKE VALVE
EMER................... EMERGENCY
ER........................ EQUALIZING RESERVOIR
ERCP................... EQUALIZING RESERVOIR CONTROL
PORTION
ERCN................... EQUALIZING RESERVOIR CONTROL NODE
FV ......................... FEED VALVE
IND ....................... INDEPENDENT
LON ...................... LOCAL OPERATING NETWORK
LRU ...................... LINE REPLACEABLE UNIT
MIN ...................... MINIMUM
MR ........................ MAIN RESERVOIR
MREP ...................MAIN RESERVOIR EQUALIZING PIPE
PCS....................... PNEUMATIC CUTOFF SWITCH

PSJB..................... POWER SUPPLY & JUNCTION BOX
PTU .......................PORTABLE TEST UNIT
REL .......................RELEASE
RES .......................RESERVOIR
REV .......................REVERSER CURRENT
16CP .....................16 PIPE CONTROL PORTION
16 RES ..................16 RESERVOIRS
20CP .....................20 PIPE CONTROL PORTION
#16 PIPE ...............BC APPLICATION PIPE (TO RELAY VALVE)
#20 PIPE............... INDEPENDENT (DIRECT) APPLICATION
AND RELEASE PIPE (LOCO ONLY)
OUR OBJECTIVE
To upgrade maintenance technologies

and methodologies and achieve
improvement in productivity and
performance of all Railway assets and
man power which inter-alia would
cover reliability, availability, utilization
and efficiency?
If you have any suggestions and any specific comments,
please write to us.
Contact person : Director (Mech.)
Postal address : Indian Railways,
Centre for Advanced
Maintenance Technology,
Maharajpur, Gwalior.
Pin code - 474 0050
Phone : 0751- 470890, 0751-2470803
Fax : 0751- 2470841

Handbook On CCB-II of Diesel Locomotives

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Handbook On CCB-II of Diesel Locomotives

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(Govt.

(For official use only)

MAHARAJPUR, GWALIOR – 474005

The Hand Book of CCB-II has been prepared by CAMTECH for

The failure of Brake system has a great impact on the reliability of

April- 2015 (A.R.Tupe))

Brake system is the vital part of diesel electric locomotives. CCB-

This Hand Book contains trouble shootings of CCB-II fitted

The purpose of Hand Book is to enhance knowledge and competence

The correction slips to be issued in future for this handbook will

Sr. No. of Date of Page No. and Item Remarks

S.No. Description Page No.

1.0 General Description 1

AIR BRAKE CONTROL SYSTEM RACK ASSEMBLY

2.1 EPCU: Electro-Pneumatic Control Unit

Front view of EPCU

Rear view of EPCU

The EPCU consists of 9 LRU’s

1. ERCP - Equalizing Reservoir Control Portion

2.2 EBV- Electronic Brake Valve

1. Lead 2.Trail 3.Helper 4.Test Modes.

2.3 Dead Engine Regulator (DER)

2.5 Pneumatic ER Back Up (PER) Changeover Cock: - Allows

HELPER (LEAD CUT-OUT) - Independent brake control is

SETTING – UP CONTROL STAND

(b) EBV Setting for Multiple Loco Operation:

2. Working Control Stand:-

2. Working Control Stand: -

CAUTION:- Do not change any setting on Banker Loco Control

(d) Penalty re-setting:

First Bring Throttle Handle to IDLE & the Reverser to NEUTRAL

Recover from Emergency Penalty Brake Application (As per

From Working Control Stand :-

To recover Emergency penalty

Full Service Penalty: This penalty applies after Re-cycling of

Recovery from Full Service Penalty Service Brake Application

From Working Control Stand :-

To recover the Full Service penalty

(e) CCB Loco attaching to Formation:

From Working Control Stand :-

(f) BP Leakage Testing on Formation:

(g) Changing Control Stand in single Loco operation –

Auto Break handle –Move to FS.

(i) To attach the Locomotive as dead in Multiple Units with all

Put OFF all circuit Breakers

Open MREQ &BCEQ COCs at one and Dead loco (this is to

Drop BP from Lead loco and verify application of loco

NOTE: -Verify application and release of Loco Brakes in Dead loco

(k) Dead Movement in WDG5 Locomotive

Parking brake apply automatically when MR1 & MR2

(m) Need for air brake self test

Traction Alternator output will be Cut – OFF and no power

(o) Step to be followed by Crew to Recover Emergency penalty :

(p) Air Brake Self Test Procedure:

Stop the locomotive (Loco speed should be zero), apply Hand

(q) Pneumatic Equalizing Reservoir Operation Set-Up :

EBV Handles ER BP BCEP BC

FS 1.5 reduction 1.5 reduction 1.8±.14 1.8±.14

Release n/a n/a 0 0

Operating Pressure -Alco Locomotive

FS 1.5 reduction 1.5 reduction 1.8±.14 1.8±.14

Fully potted electronic modules.

(2) Cannot charge brake pipe.